EP1669218B1 - Pneumatique pour véhicules - Google Patents

Pneumatique pour véhicules Download PDF

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Publication number
EP1669218B1
EP1669218B1 EP05026529A EP05026529A EP1669218B1 EP 1669218 B1 EP1669218 B1 EP 1669218B1 EP 05026529 A EP05026529 A EP 05026529A EP 05026529 A EP05026529 A EP 05026529A EP 1669218 B1 EP1669218 B1 EP 1669218B1
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EP
European Patent Office
Prior art keywords
sipe
zigzag
shift
pneumatic tire
vertexes
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
EP05026529A
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German (de)
English (en)
Other versions
EP1669218A2 (fr
EP1669218A3 (fr
Inventor
Fumihiro c/o Sumitomo Rubber Industries Ltd. Tsubono
Mitsuharu c/o Sumitomo Rubber Industries Ltd. Koya
Naoki c/o Sumitomo Rubber Industries Ltd. Kageyama
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Rubber Industries Ltd
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Sumitomo Rubber Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Rubber Industries Ltd filed Critical Sumitomo Rubber Industries Ltd
Publication of EP1669218A2 publication Critical patent/EP1669218A2/fr
Publication of EP1669218A3 publication Critical patent/EP1669218A3/fr
Application granted granted Critical
Publication of EP1669218B1 publication Critical patent/EP1669218B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C11/1218—Three-dimensional shape with regard to depth and extending direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/0601—Vulcanising tyres; Vulcanising presses for tyres
    • B29D30/0606—Vulcanising moulds not integral with vulcanising presses
    • B29D2030/0607—Constructional features of the moulds
    • B29D2030/0613—Means, e.g. sipes or blade-like elements, for forming narrow recesses in the tyres, e.g. cuts or incisions for winter tyres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C2009/0269—Physical properties or dimensions of the carcass coating rubber
    • B60C2009/0284—Thickness
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S152/00—Resilient tires and wheels
    • Y10S152/902—Non-directional tread pattern having no circumferential rib and having blocks defined by circumferential grooves and transverse grooves

Definitions

  • the present invention relates to a pneumatic tire, more particularly to a structure of a sipe better suited for studless tires.
  • pneumatic tires are provided in the tread portion with sipes in order to improve wet grip performance or in order to decrease the rigidity of tread elements such as block and rib to optimize the tread rigidity distribution.
  • a large number of sipes are formed to utilize the edge effect of the sipes during running on the ice road.
  • the edge effect is not necessarily increased because, due to the sipes, the rigidity of the tread element decreases and deformation of the tread element increases. As a result, the force to stick the edges to the road surface decreases and the engaging force therebetween, namely, road grip decreases.
  • sipping blades which are disposed on the inside of a tire vulcanizing mold to form the sipes become hard to pull out from the vulcanized tire.
  • a pneumatic tire having the features of the preamble of claim 1 is known from US-A-5350001 .
  • a primary object of the present invention is to provide a sipe structure by which a large engaging force can be obtained between the opposite walls of the sipe, but the pulling-out forcer of the sipping blade is effectively decreased.
  • Another object of the present invention is to provide a pneumatic tire provided with sipes having such improved structure and thereby having improved tire performance such as steering stability on the ice road as well as dry paved road.
  • Still another object of the present invention is to provide a sipping blade disposed on the inside of a tire vulcanizing mold to form the sipe, which can be easily pulled out from the vulcanized tread rubber to prevent the sipping blade from being damaged and thereby improving the tire manufacturing efficiency.
  • a pneumatic tire comprises a tread portion provided with sipes, the sipes each having a zigzag configuration at any depth from the top of the sipe to a certain depth, the zigzag configuration having vertexes Q1 on one side of the zigzag and vertexes Q2 on the other side of the zigzag, wherein as the depth increases from the top of the sipe to said certain depth, the vertexes Q1 shift in the longitudinal direction of the sipe, and the direction of the shift is turned at least once such that the vertexes Q1 first shift towards one direction then towards the other direction, thereby describing a zigzag line extending from the top of the sipe to the certain depth, but the vertexes Q2 (1) do not shift in the longitudinal direction or (2) shift toward one direction without turning the direction of the shift.
  • the lines which are described by the vertexes Q2 to extend from the top of the sipe to the certain depth become less zigzag or more linear when compared with the zigzag lines described by the vertexes Q1.
  • the pneumatic tire 1 comprises a tread portion 2, a pair of axially spaced bead portions, a pair of sidewall portions extending between the tread edges and the bead portions as well known in the art.
  • the tire 1 is a studless tire for passenger cars.
  • Fig.1 shows an example of the tread pattern for the studless tire.
  • the tread portion 2 is provided with tread grooves 3 and 4 to divide the tread portion 2 into tread elements 6 and 7.
  • the tread grooves 3 and 4 are for drainage purpose, and the width thereof is preferably at least 3.5 mm.
  • the tread grooves include circumferential main grooves 3 extending circumferentially of the tire and lateral main grooves 4 extending crosswise to the circumferential main grooves 3, whereby a ribs 6 is formed on each side of the tire equator C, and on the axially outside of the rib 6, two circumferential rows 8 of blocks 7 are formed.
  • the tread pattern is so called rib-block pattern. It is however also possible to provide another tread pattern, for example, a block pattern made up of blocks only.
  • tread elements namely, rib 6, block 7 and the like are provided in the top surfaces S thereof or ground contacting surfaces with sipes 10.
  • every tread element 6, 7 is provided with a plurality of sipes 10 substantially in parallel with each other.
  • a sipe is a cut or very narrow slot having a thickness or a groove width of less than about 1.5 mm, usually about less than 1 mm, and formed by a blade attached to the inside of a tire vulcanizing mold as well known in the art.
  • the sipping blade has a shape and dimensions corresponding to the those of the resultant sipe. Therefore, such redundant description will be omitted hereinafter.
  • the sipe 10 extends zigzag between vertexes Q1 on one side of a center line X to vertexes Q2 on the other side and vice versa, repeatedly, as shown in Fig.2 which shows the open top 11 of the sipe.
  • the center line X means the center of the peak-to-peak amplitude of the zigzag.
  • the inclination angle (theta) of the center line x is preferably set in a range of not more than 20 degrees with respect to the axial direction of the tire.
  • the center line x is straight, but it may be curved as shown in Fig.3 .
  • the sipe 10 in this example has an extended portion 13 on each side of the zigzag main portion 11.
  • Each of the extended portions 13 extends along an extension of the center line X in a straight line ( Fig.2 ) or in a slightly curved manner ( Fig.3 ).
  • Both ends of the sipe 10 are opened at the side walls of the tread element 6, 7, but it is also possible that both ends are closed within the tread element 6, 7, or one end is opened and the other end is closed. In this example, both ends are opened at the tread element's side walls extending in the tire circumferential direction.
  • zigzag configuration not only a linear zigzag line made up of straight segments only as shown in Fig.2 , but also a zigzag line made up of slightly curved segments to have a waveform like a sinusoidal waveform or the like may be used too.
  • a linear zigzag shape is suitably employed.
  • the vertexes or corners are rounded by a small radius of about 1mm for example.
  • the zigzag angle (alpha) is in a range of from 90 to 150 degrees, and the amplitude w is in a range of from 1.0 to 5.0 mm.
  • the amplitude w and pitches P are determined so that the angle (alpha) satisfies the above range.
  • one pitch length corresponds to one wavelength between the vertexes on the same side of the center line X, namely, (Q1 and Q1) or (Q2 and Q2).
  • a half-pitch length corresponds to a half wavelength between the adjacent vertexes (Q1 and Q2) or (Q2 and Q1).
  • the amplitude w is constant in the depthwise direction Ff. Accordingly, at any depth from the top 10a to the bottom 10b of the sipe 10, the amplitude w is the same. Further, each of the pitch lengths are constant in the depthwise direction Ff, but the ratio of two half-pitch lengths (Q1-Q2) and (Q2-Q1) making up one pitch length (Q1-Q1) is varied in the depthwise direction Ff.
  • Fig.4 shows such a variation of the ratio.
  • the ratio of the half-pitch length (Q2-Q1) to the half-pitch length (Q1-Q2) is 1.0 at a depth level (f1) corresponding to the top 10a of the sipe 10.
  • the length (Q2-Q1) becomes relatively shorter than the length (Q1-Q2) and accordingly the ratio becomes less than 1.0, and at a level (f2) the ratio becomes a minimal value.
  • the ratio becomes increased and at a level (f3) in the middle of the depth the ratio returns to 1.0.
  • the length (Q2-Q1) becomes relatively longer than the length (Q1-Q2) and accordingly the ratio becomes more than 1.0, and at a level (f4) the ratio becomes a maximal value. Then, as the depth becomes increased from (f3), the ratio becomes decreased and at a level (f4) corresponding to the bottom, the ratio again returns to 1.0. All the waves make such a variation.
  • the vertexes Q2 do not shift in the longitudinal direction of the sipe. Accordingly, when viewed in the normal direction to the longitudinal direction Fn of the sipe, the vertexes Q2 describe straight lines 16 perpendicular to the tread surface. It is however also possible to incline at a small angle (beta) as shown in Figs.6 and 7 by shifting toward one direction only.
  • the vertexes Q1 describe zigzag lines 15 when viewed in the normal direction to the longitudinal direction Fn of the sipe.
  • the zigzag line 15 comprises portions 17A and 17B inclined in the longitudinal direction Fn of the sipe.
  • the portion 17A is inclined toward one direction, and the portion 17B is inclined toward the opposite direction. These portions continue through a turning point R.
  • the ratio of the length of one segment to the length of the other segment varies continuously between a value under 1.0 and a value over 1.0.
  • the length is defined as measured along the segment at a certain depth, namely measured in a plane parallel with the tread surface.
  • the shift T in the longitudinal direction Fn or peak-to-peak amplitude of the zigzag line 15 is preferably in a range of from 1.5 to 3.0 mm. If the shift T is less than 1.5 mm, it becomes difficult to improve the block rigidity. If the shift T is more than 3.0 mm, the pulling-out resistance of the sipping blades unfavorably increases.
  • the peak-to-peak amplitude w of the zigzag configuration of the sipe is in a range of from 1.0 to 5.0 mm.
  • the vertexes Q1 are on a plane parallel to the center plane defined by the center line X
  • the vertexes Q2 are on a plane on the other side of the center plane X parallel to the center plane x.
  • the number of the turning points R of the zigzag line 15 is 1, 2 or 3, preferably 2. Further, in this example, in order to reduce the pulling-out resistance, the zigzag line 15 is curved smoothly like a sinusoidal waveform.
  • the outer part of the pieces may be moved easier than the inner part because the radially outer ends of the pieces are free but the inner ends are fixed.
  • the lines which are outermost in the longitudinal direction of the sipe 10 are the non-zigzag line 16 than the zigzag line 15.
  • the non-zigzag line 16 is a straight line rather than a curved line.
  • the above-mentioned angle (beta) is less than 30 degrees, more preferably less than 10 degrees or almost zero degree.
  • Fig.11 shows one of the opposite walls 14 of a sipe 10 in which the zigzag line 15 is a smoothly curved line like a sinusoidal waveform when viewed in the normal direction to the longitudinal direction Fn of the sipe.
  • the other wall is similar but the pattern thereof is revered.
  • the zigzag lines 15 form ridgelines Y1
  • the non-zigzag lines 16 form valley lines Y2.
  • the same zigzag lines 15 form valley lines (Y2)
  • the same non-zigzag lines 16 form ridgelines (Y1).
  • the pneumatic tire 1 having the sipes 10 is manufactured by first building a raw tire, putting the raw tire in a tire vulcanizing mold and vulcanizing the raw tire in the mold as usual.
  • the mold is provided in the tread molding surface with sipping blades 110.
  • the sipping blade 110 has a shape corresponding to the shape of the sipe 10 as described above.
  • the sipping blade 110 has the shape shown in Fig.12 .
  • the sipping blade 110 has an edge 111 corresponding to the open top 11, an edge 112 corresponding to the sipe bottom, first bend lines 115 corresponding to the zigzag lines 15 and second bend lines 116 corresponding to the non-zigzag lines 16.
  • the edge 111 is fixed to the inside of the mold, and the edge 112 is free and stuck into the tread rubber. After the tire is vulcanized, the tire is removed from the mold as the blades are pulled out from the tire.
  • a mold for vulcanizing a rubber block of size 40x30x10 mm including a cap was made, and six sipping blades of the same type were attached to the cap.
  • Raw rubber put in the mold was vulcanized to form six sipes and then the blades were pulled out from the vulcanized rubber block to measure the force required to pull-out.
  • the force is indicated in Table 1 by an index based on Ref.1 being 100.
  • the zigzag lines 15 and non-zigzag lines 16 alternate in the longitudinal direction of the sipe. Therefore, in the neighborhood of the non-zigzag lines, the engaging force between the sipping blade and vulcanized tread rubber becomes relatively small. Accordingly, when the sipping blade is pulled, the engagement is first broken in the neighborhood of the non-zigzag lines, and as the blade moves, a tensile stress concentrates in the neighborhood of the zigzag lines. As the rubber can make an elastic deformation easily and under a tensile stress the engaging force is greatly reduced, the pull-out resistance of the blade is effectively reduced.
  • the engaging force between the opposed walls of the sipe is not so reduced by the non-zigzag lines 16 under a compressive stress during running. Therefore, it is possible to improve tire performance such as steering stability and also prevent the sipping blade from being damaged and thereby improving the tire manufacturing efficiency.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Claims (13)

  1. Bandage pneumatique (1) comprenant
    une portion formant bande de roulement (2) pourvue de lamelles (10), les lamelles (10) ayant chacune une configuration en zigzag à toute profondeur depuis le sommet de la lamelle jusqu'à une certaine profondeur, la configuration en zigzag ayant des sommets Q1 sur un côté du zigzag et des sommets Q2 sur l'autre côté du zigzag, dans lequel lorsque la profondeur augmente depuis le sommet de la lamelle (10) jusqu'à ladite certaine profondeur, les sommets Q1 se décalent dans la direction longitudinale (Fn) de la lamelle (10) et la direction du décalage tourne au moins une fois de telle façon que les sommets Q1 se décalent tout d'abord vers une direction puis ensuite vers l'autre direction, en décrivant ainsi une ligne en zigzag (15) qui s'étend depuis le sommet de la lamelle jusqu'à ladite certaine profondeur, et ayant au moins un point de retour,
    caractérisé en ce que
    les sommets Q2 ne se décalent pas dans la direction longitudinale (Fn) ou en variante ils se décalent vers une direction sans retour de la direction du décalage.
  2. Bandage pneumatique selon la revendication 1, dans lequel dans chacune desdites lamelles (10), l'amplitude des zigzags (W) de ladite configuration en zigzag est constante depuis le sommet de la lamelle jusqu'à ladite certaine profondeur.
  3. Bandage pneumatique selon la revendication 1 ou 2, dans lequel lorsque la profondeur augmente, les sommets Q2 ne se décalent pas dans la direction longitudinale (Fn), de sorte que chaque sommet Q2 décrit une ligne droite s'étendant depuis le sommet de la lamelle jusqu'à ladite certaine profondeur.
  4. Bandage pneumatique selon la revendication 1 ou 2, dans lequel lorsque la profondeur augmente, les sommets Q2 se décalent vers une direction sans retour de la direction de décalage, et chaque sommet Q2 décrit une ligne droite s'étendant depuis le sommet de la lamelle jusqu'à ladite certaine profondeur.
  5. Bandage pneumatique selon la revendication 1 ou 2, dans lequel lorsque la profondeur augmente, les sommets Q2 se décalent vers une direction sans retour de la direction de décalage, et chaque sommet Q2 décrit une ligne légèrement incurvée s'étendant depuis le sommet de la lamelle jusqu'à ladite certaine profondeur.
  6. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1est une ligne en zigzag linéaire.
  7. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1 est une ligne en zigzag doucement incurvée.
  8. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1est une ligne en zigzag linéaire dont les segments (18A, 18B, 18C) sont inclinés sous des angles (γ) qui diminuent graduellement depuis le sommet de la lamelle vers le fond de la lamelle.
  9. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1 possède deux ou plusieurs points de retour (R), et l'amplitude (t1, t2) du décalage au niveau des points de retour (R) diminue graduellement depuis le sommet vers le fond de la lamelle.
  10. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1 présente des quarts de longueurs d'onde variables (LM) qui augmentent graduellement depuis le sommet vers le fond de la lamelle.
  11. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1 possède deux ou plusieurs points de retour (R), et l'amplitude (t1, t2) du décalage au niveau des points de retour (R) diminue graduellement depuis le sommet vers le fond de la lamelle, et la ligne en zigzag (15) présente en outre des quarts de longueurs d'onde variables (LM) qui augmentent graduellement depuis le sommet vers le fond de la lamelle.
  12. Bandage pneumatique selon la revendication 1, dans lequel ladite ligne en zigzag (15) décrite par le sommet Q1 est une ligne en zigzag linéaire dont les segments (18 A, 18B, 18C) sont inclinés sous des angles (γ) qui diminuent graduellement depuis le sommet de la lamelle vers le fond de la lamelle, et la ligne en zigzag (15) présente en outre des quarts de longueurs d'onde variables (LM) qui augmentent graduellement depuis le sommet vers le fond de la lamelle.
  13. Lame de lamelle (110) pour un bandage pneumatique (1) selon la revendication 1, comprenant
    une première bordure (111) correspondant à un sommet ouvert (11) d'une lamelle,
    une seconde bordure (112) correspondant au fond (10b) de la lamelle (10),
    la lame de lamelle (110) a une configuration en zigzag à toute profondeur depuis la première bordure (111) de la lamelle (110) jusqu'à la seconde bordure (112) de la lamelle ; et
    des premières lignes de cintrage (115) et des secondes lignes de cintrage (116) en alternance s'étendant entre la première bordure (111) et la seconde bordure (112),
    dans laquelle les premières lignes de cintrage (115) sont des lignes en zigzag, mais les secondes lignes de cintrage (116) sont linéaires.
EP05026529A 2004-12-08 2005-12-05 Pneumatique pour véhicules Expired - Fee Related EP1669218B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004355324A JP4516415B2 (ja) 2004-12-08 2004-12-08 空気入りタイヤ

Publications (3)

Publication Number Publication Date
EP1669218A2 EP1669218A2 (fr) 2006-06-14
EP1669218A3 EP1669218A3 (fr) 2009-12-23
EP1669218B1 true EP1669218B1 (fr) 2011-05-25

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Application Number Title Priority Date Filing Date
EP05026529A Expired - Fee Related EP1669218B1 (fr) 2004-12-08 2005-12-05 Pneumatique pour véhicules

Country Status (4)

Country Link
US (1) US7516767B2 (fr)
EP (1) EP1669218B1 (fr)
JP (1) JP4516415B2 (fr)
CN (1) CN1807134B (fr)

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EP3335909A1 (fr) * 2016-12-19 2018-06-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
RU2790461C1 (ru) * 2016-12-19 2023-02-21 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления

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FR2939361A1 (fr) * 2008-12-05 2010-06-11 Michelin Soc Tech Bande de roulement pour pneu comportant des incisions pourvues de protuberances
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JP4894968B1 (ja) * 2011-01-19 2012-03-14 横浜ゴム株式会社 空気入りタイヤ
HUP1100389A2 (en) * 2011-07-19 2013-03-28 Tauform Abroncsformagyarto Kft Blades for producing sipes, tires with sipes, method for forming blades
JP5342622B2 (ja) * 2011-09-13 2013-11-13 住友ゴム工業株式会社 空気入りタイヤ
US9616716B2 (en) 2011-12-14 2017-04-11 Bridgestone Americas Tire Operations, Llc Three dimensional sipe
JP5873765B2 (ja) * 2012-06-19 2016-03-01 東洋ゴム工業株式会社 サイプブレード及び空気入りタイヤ
ITTO20120871A1 (it) * 2012-10-05 2014-04-06 Bridgestone Corp Striscia di battistrada per un pneumatico invernale provvista di intagli tridimensionali
NL2009980C2 (en) * 2012-12-13 2014-06-16 Ct Voor Tech Informatica B V A method of producing glass products from glass product material and an assembly for performing said method.
EP3086959A4 (fr) 2013-12-26 2017-08-16 Bridgestone Americas Tire Operations, LLC Bande de roulement de pneu ayant un dispositif à orifice flexible
KR20150138435A (ko) * 2014-05-07 2015-12-10 한국타이어 주식회사 차량용 공기입 타이어
JP6329010B2 (ja) * 2014-06-13 2018-05-23 株式会社ブリヂストン 空気入りタイヤ
EP3351408B1 (fr) * 2018-01-05 2020-09-09 Nokian Renkaat Oyj Agencement de bloc de bande de roulement comportant une lamelle
DE102019217819A1 (de) * 2019-11-19 2021-05-20 Continental Reifen Deutschland Gmbh Fahrzeugluftreifen

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AT401160B (de) * 1991-05-21 1996-07-25 Semperit Ag Luftreifen mit einer lauffläche
FR2722144B1 (fr) * 1994-07-05 1996-09-27 Michelin & Cie Bande de roulement pour pneumatique
DE4427895A1 (de) * 1994-08-08 1996-02-15 Continental Ag Fahrzeugreifen mit einer Lauffläche mit im wesentlichen axial verlaufenden Einschnitten
DE19650702A1 (de) * 1996-12-06 1998-06-10 Continental Ag Fahrzeugreifen mit einer Lauffläche mit im wesentlichen axial verlaufenden Einschnitten
DE19710400C2 (de) * 1997-03-13 2003-05-15 Continental Ag Fahrzeugreifen mit Einschnitten im Laufstreifen und Lamelle für Vulkanisationsform und Vulkanisationsform mit solchen Lamellen
JP3648179B2 (ja) * 2001-07-18 2005-05-18 住友ゴム工業株式会社 空気入りタイヤ及びその加硫金型
JP2004203128A (ja) * 2002-12-24 2004-07-22 Sumitomo Rubber Ind Ltd 空気入りタイヤ、及びその製造方法
JP4330455B2 (ja) * 2004-01-09 2009-09-16 住友ゴム工業株式会社 空気入りタイヤ
JP4138688B2 (ja) * 2004-03-25 2008-08-27 住友ゴム工業株式会社 空気入りタイヤ
JP4237690B2 (ja) * 2004-10-27 2009-03-11 住友ゴム工業株式会社 空気入りタイヤ

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3335909A1 (fr) * 2016-12-19 2018-06-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
US10906359B2 (en) 2016-12-19 2021-02-02 Nokian Renkaat Oyj Pneumatic tire, a tread band, and a tread block comprising a sipe, and a lamella plate for the manufacture thereof
RU2750310C2 (ru) * 2016-12-19 2021-06-25 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления
EP3984779A1 (fr) * 2016-12-19 2022-04-20 Nokian Renkaat Oyj Pneumatique, bande de roulement et bloc de bande de roulement comprenant une lamelle et plaque de lamelles pour sa fabrication
US11554613B2 (en) 2016-12-19 2023-01-17 Nokian Renkaat Oyj Pneumatic tire, a tread band, and a tread block comprising a sipe, and a lamella plate for the manufacture thereof
RU2790461C1 (ru) * 2016-12-19 2023-02-21 Нокиан Ренкаат Ойй Пневматическая шина, протекторный слой и протекторный блок, содержащие щелевидную прорезь, а также ламельная пластина для ее изготовления

Also Published As

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EP1669218A2 (fr) 2006-06-14
CN1807134A (zh) 2006-07-26
US20060118221A1 (en) 2006-06-08
JP4516415B2 (ja) 2010-08-04
JP2006160107A (ja) 2006-06-22
EP1669218A3 (fr) 2009-12-23
US7516767B2 (en) 2009-04-14
CN1807134B (zh) 2010-12-15

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